Truck body



. Nov. 26, 1940# GQ WQPARKER, JR

V v'.'lRUCI BODY Filed Deo. 1, 193s I l 14 Sheets-Sheet l INVENTOR- Wfarrr .l george @wim Y ATTORNEYS.

Nov.26, 1940. G. w. PARKER, ,1R y 2,222,986

- TRUCK BODY Fild Dec. l, 1958 14 Sheets-Sheet 2 :i7 INVENTOR- 12 George WParirJr,

ATToRNEYs.'

.Nw 26,1940. Q w. PARKERJR' 2.222,986V

' TRUCK BODY Filed Dec.- 1. 1938 14 sheets-sheet s Wlfwsssizs.- INVENTOR;

Z/ I 32 4 y earge WParIQJ/f,

A TTORNE YS.

' Nov.,26, 1940. I G; w. PARKER, JR

TRUCK BODY 14 Sheets-Sheet 4 Filed Dec. 1, 1958 Gem/ga WPLUA/IEHJ?, 'fw @ma m ATTORNEYS.

Nov. 26, 3.940. G. w. PARKER, J-R' v 2222,93@

' TRUCK BODY FilKed Dec. l,l 1958 Y 14 Sheets-Sheet 5 W I TN ESSES Nov.

G. w. PARKER, .1R

/TRUCK BODY Filed Dc. 1, 1938 14 Sheets-Sheet 6 'George WFH/24:6 'BY INVENToR @if ATTORNEYS'. y

Nov. 26, 1940. A G. W. PARKER, JR 1 TRUCK BODY A Filed Dec. l', 1938 14 Sheets- Sheet m mwwm ,./E TEL INVENTOR;

ory WFM/kei, JZ; /b 'BY @ZZ/ul M j ATTORNEYS,

G. W. PARKER, JR

TRUCK BODY Nov. 26, 1940.

l Filed Dec. 1, 1938 l 14 sheets-'sheet 8 H m U6- XUL INVENTOR:

A TTORN E YS Nov. 26, 1940. G. w. PARKER, .1R

IIRUCK BODY Filed Deo.

l, 1938 14 Sheets-Sheet 9 HG. M

INVENTOR-- George Wfaice BY ZZM ATTORNEYS.

N0v.26, 1940. y GW PA-KEMR 2,222,986

TRUCK BODY Filed Deo. 1, 1958 14 Sheets-Sheet 10 ZI-G- IXZYD TXXXI` FIG. mm "D:

I N VEN TOR:

. gy Geog Wfarr] JK] )7 l ATTORNEYS.

NOV. Z6, 1940, Q w PARKER, JR 4 l 2,222,986

` TRUCK BODY Filed Dec. l, 19:58 14 Sheets-Sheet l2 25 L ;ZV ALY 1 A Jammin 1 "r r f 5 1 1 A TTORNE YS.

Nov. 26, 1940. v G, W. PARKER, JR 2,222,986 l TRUCK BODY Filed Deo. l, 1958 .i 14 Sheets-Sheet l5 Hai M; A 'F16- L WITMESSES,` INVENTOR:

Patented Nov. 26, 1940 UNITED :STATES PATENT OFFICE- TRUCK BODY George'W. Parker, Jr., Philadelphia, Pa., assignoi`` to Specialty Engineering Company, Philadelf phia, Pa., a corporation of Pennsylvania.

Application December 1, 193s, serial No. 243.327, l Y

I6 Claims.

This invention relates to. metallic truckbodies of the type disclosed 'in U. S. Patent No. 2,024,596,

granted to Charles G. Pfeiffer and John .G.

Ogden on December 17, 1935, andcharacterized 5 by a skeleton framework with superposed rows of .transversely-extending sub-divisions for bottle cases and the like, which subdivisions are accessible from opposite sides of the truck for convenience in loading and. unloading.

One of the aims of my invention is to secure greater rigidity in truck bodies of the kind referred to for capacity to more effectively resist longitudinal and transversek strains createdby the load and the shocks induced during travel of the vehicle, without adding materially to the weight of the body or obstructing the open subdivisions for the bottle cases. This objective I realize as hereinafter more fully disclosed, in a truck body having uprights or posts correspondingly-spaced along opposed sides of the lbody anchored at their lower ends in sills, which are laterally spaced to ,correspond with the longitudinals of the chassis frame of the truck; cross members connecting to transversely-aligned pairs of the uprights at diierent levels which extend beyond said uprights at opposite sides of the body and which have ledges for supporting the bottle cases between uprights; andrbracing members which connect the cross members at different points and at different leve1sso as to preclude swaying or flexing of the body irrespective of unequal load distribution.

Another object of my invention isvto provide improved means for effectively securing the body frame of the truck.

My invention is further concerned with provision, in a truck body having the foregoing attributes, of an improved roof construction with .o ridges over the tops of transversely-aligned uprights which serve as barriers between bottle cases supported on the roof; of improved facilities for roof drainage by way of hollows in the uprights; of improved facilities 'for mounting sliding or swinging doors at opposite sides of the body; and improved facilities for effectively anchoring longitudinal and crosswise overhead advertising signboards on the body.

In addition to the above, I aim to provide improved facilities for carriage, within theconfines of the body, of refrigerating coolers such as are used in establishments where beverages and other bottled products are sold or dispensed, as well as improved facilities for securing the coolers against displacement during transit.

against the possibilityof shifting on the chassis LAnother object is to provide in the body framework simple and easily incorporated means for connecting thereto at the rear,:a closedv utility .compartment having access doors at opposite sides of the truck. 5

Other objects and attendant advantages of my invention will appear from thefollowing detailed description of the attached drawings,- wherein Fig. I is a side view of atruck body constructed according to my invention.

Fig. II is across section of the truck body taken as indicated b-y the arrows II-II in'Fig. I.

Fig. III is a fragmentary perspective view of the truck body.

Fig. IV is a detail cross sectional View taken l5 as indicated by the arrows IV--IV in Fig. I throughone of the bottom longitudinals or sills of the truck body;

Fig. V is a detail cross section taken as indicated by the arrows V-'V in Fig. I through one of the top side rails of the body.

Fig. VI is a detail sectionalA View taken as indicated by the arrows VI-VI through one of the intermediate. side'railsof the body.

Fig. VII is a fragmentary view in elevation looking as indicated by thearrows. VII-VII in Fig. II.

Fig. VIII is a detail view corresponding to Fig. IV showing a modied form of a side apron.

Fig. IX is a cross sectional view of an alternative form of cross member.

Fig. X is a View corresponding .to Fig.. IX showing still another alternative form of `cross member. i

Fig. XI is a detail sectional view taken as in dicated by the arrows XI-XI in Fig. II, showing how the overhead sign is secured to the rear end of the body. j

Fig. XII is a detail sectional view taken as indicated by the arrows XII- XII in Fig. I.

Fig. XIII is a perspective view showing a structural detail of the body.

Fig. XIV is a fragmentary` view showing one of the blanks from which the cross members of the body are formed.

Fig. XV is a perspective view of one of the longitudinal braces of the truck body.

Fig. XVI is a fragmentary view corresponding to Fig. I showing an alternative form Yof my invention in which the truck body is provided with a roof.

Fig. XVII is a detail sectional view taken as indicated by the arrowsXVII-XVII in Fig. XVI.

Fig. XVIII is a fragmentary view in perspective of the modiiiedi frame shown in Fig. XVI.

Fig. XIX is a view corresponding to Fig. I, showing an alternative form of brace construction.

Fig. XX is a detail sectional view in plan taken as indicated by the arrows XX-XX in Fig. XIX.

Fig. XXI is a detail sectional view showing an intermediate support for the bottle cases or packages.

Fig. XXII is a detail sectional View taken as indicated by the arrows XXII-XXII in Fig. XXI.

Fig. XXIII is a view corresponding to Fig.. I showing an alternative form of bottom sill construction.

Fig. XXIV is a detail sectional view taken as l5 indicated by the arrows ECW-XXIV in Fig. XXV is a view corresponding to Fig. XXIII, showing still another alternative form of sill construction.

Fig. XXVI is a detail sectional view taken as indicated by the arrows XXVI-XXVI in Fig. XXV.

Fig. XXVII is a view corresponding to Fig. XXIII and showing still another alternative form of sill construction.

Figs. XXVIII and XXIX are detail sections taken respectively as indicated by the arrows XXVIII-XXVIII and IQIIX-XXIX in Fig. XXVII.

:lo Fig. XXX is a perspective view of the cushioning member used in the modification shown in Figs. XXVII-XXIX.

Fig. XXXI is a side elevation of a truck body construction in accordance with my invention and having longitudinally slidable side doors.

Figs. XXXII and XXXIII are detail sectional views taken as respectively indicated by the arroWs XXXII-XXXII and XXXIII-XXXIII in Fig. XXIU.

Fig. XXIUV is a detail sectional view indicated by the arrows XXXIV- XXXIV in Fig. XXXII.

Fig. XXXVis a view like Fig. XXXI of a truck body construction in accordance with my invention having hinged side doors and a crosswise ad- 5 vertising signboard at the back.

. Fig. XXXVI is a view looking as indicated by the arrows XXXVI-XXXVI in Fig. XXXV.

Figs. XXXVII and XXXVIII are detail sectional views taken as indicated by the arrows XXXVII- 50 XXXVII and XXXVIII-XXXVIII in Fig.

XXXVI.

Figs. XXXIX, XL and XLI are fragmentary sectional views taken as indicated by the arrows XXXIX-XXXIX, XLI-XL and XLI-)UJI in Fig.

55 XXXV.

Fig. XLII is a fragmentary elevation of one side of an alternative form of my improved truck body having a compartment in the rear for a refrigerating cooler.

Fig. XLIII is an elevation of the opposite side of the truck body shown in Fig. IHIII.

Fig. XLIV is a fragmentary plan View taken as indicated by the arrows XLIV-IQIIV in Fig. XLIII.

Fig. XLV is a transverse sectional view taken as indicated by the arrows XLV in Figs. XLIII and XLIV.

Fig. XLVI is a view partly in side elevation and partly in section taken as indicated by the arrows 70 XLVI-XLVI in Fig. XLV.

Fig. XLVII is a perspective view showing a bracket extensionV provided on the truck body of Figs. XLVII-XLVI for supporting a foot of the cooler.

Fig. XLVIII 75 is a detail sectional view taken as View of the truck body of Fig. XLIX taken as indicated by the arrows L-L in the latter illustration.

Figs. LI and LII are views in elevation like Figs. XLII and XLIII of another alternative form of truck body of my invention, in which the floor rof the compartment for the coolers is depressed.

Fig. LIII is a fragmentary perspective view of the truck vbodyshown in Figs. LI and LII.

Fig. LIV is a plan section taken as indicated n by the arrows LIV-LIV in Fig. LII.

Fig. LV is a cross section taken as indicated by the arrows LV-LV in Fig. LII; and

. Figs. LVI, LVII and LVIII are fragmentary longitudinal .sections taken as indicated respectively bythe arrows LVI-LVLLVII-LVII and LVIII- LVIII in Figs. LIVand LV.

Referring first more particularly to Figs. I-XV, the form 4of my invention therein illustrated has a pair of sills I whichare laterally spaced to correspond with the channel longitudinals 2 of the truck chassis. The sills I are in this instance of Z-cross sectional configuration with upper flanges extending. outwardly and with their bottom flanges extending inwardly of the body and resting on cushioningstrips 3 of wood or the like superposed upon the chassis frame channels 2. `Set into the angles between the bottom flanges and the vertical webs of the sills I at suitable points lengthwise of the truck body are filler blocks 4 of wood or thelike; and secured at` these regions by transverse bolts 5 are anchoring straps 6 whichy extend downwardly of opposite sides; of the chassis frame channels 2. Fitting over the lower threaded ends of the straps 6 are apertured washer plates 'I which are drawn up tight against the bottoms of the chassis channels 2 by nuts shown at 8. By the means just described, the body is effectively secured against both longitudinal and lateral shifting on the truck chassis. The uprights of the truck body have the form of posts 9 of narrow channel cross section, which are correspondingly-spaced along the two sills I with their hollows facing inward. As shown in Figs. II and III, theV uprights 9- rest upon the bottom flanges of the sills I and are backed Aup against the vertical webs of said sills to which latter they are rigidly secured as by welding. The vertically-spaced cross members I0 and II of the truck body are fashioned from sheet metal blanks vsuch as shown at B in Fig. XIV to'invert U-cross-section withincidental provision of lateral flanges I2 for supporting bottle cases C' or the like at the different levels between uprights, and are of a length to extend a considerable distance beyond the uprightsiil at each side of the truck body as shown inFigyII. The upper cross members I0 are placed over the tops ofthe uprights 9 and welded directly to them. Allthe other cross members I I are punched, as instanced at I3 in Fig.'XIV, to provide tongues. I4` which are turned perpendicularly as shown in-Fig. XIII, and also openings which correspond in size and shape to the cross section ofthe uprights 9. In assembling the truck body, the cross members IG are slippeddown over the uprights 9v and secured at' the desired levels throughY welding of the tongues` I4 to the outer faces of said uprights.

For greater security and rigidity welding is resorted to at other regions of mutual contact between the uprights 9 and the cross members II), II, the lowermost cross members II being-also welded fast to the upper flanges of the sills I, see Fig. II and Fig. III.

An alternative construction of cross members is shown in Fig. IX wherein the edges of the lateral flanges I2 are folded downwardly and inwardly as at I5 to add stiffness and to preclude sharp edges. Y

Fig. X shows another alternative formA of cross member in which the edges of the llanges I2 are retroverted and downwardly bent as at- I6.

The ridge'portions of the cross members I I are beveled at their ends, Figs. II, IV and VI. This construction results as a consequence of angle notching the ends of each blank B as at I1 in Fig. XIV and bending down the tongue I8 incidentally formed against the sloping edges of the cuts after the cross member is otherwise formed as in Fig. XIII, and finally welding together the contiguous edges of said tongue and notches. At their outer ends, the upper cross members I0 are connected by longitudinally-extending rails which are generally of angular cross section, see Figs. II and V, the upright flanges of said rails being iinished oiI at the top with outwardly rolled beads 2I, and the bottom flanges having their edges retroverted as at 22 for stiifening. As shown, the rails 20 are butted against the ends of the cross members I IJ with their horilzontal flanges underreaching said cross members, and in practice are secured to the latter by welding along the regions of mutual contact. The lowermost cross members II are connected at their ends by longitudinal rails 23 which are of right angle cross section reversely-arranged with respect to the top railsY 20, i. e., with their vertical flanges directed downward as at 24 and constituting aprons along Opposite sides of the body. As shown, the horizontal flanges of the lowermost rails 23 are formed with upstanding longitudinal beads 25 which are butted against the ends of the lowermost cross members II with the margins of said horizontal ilanges underreaching the ends of said cross members. Attachment is here also preferably effected by welding. In addition to serving as stilfening, it will be seen that the beads 25 determine the proper positioning of the rails 23 in assembling the truck body. The upstanding beads 2|, 25 and 28 of the respective side rails 20, 23 and 21, it will be noted from Fig. II, serve as guards to prevent the bottle cases C from sliding out of the truck.

As an alternative, the lowermost side rails 23 may be extended as exemplified in Fig. VIII to provide cat walks 25 along opposite sides 0f the truck body.

'Ihe cross members II intermediate the top and bottom rails 2li, 23 are in turn connected at their ends by longitudinal rails 21 which have upwardly rolled beads 28, see Fig. VI, at their outer edges, and which are stiffened by retroversions 29 at their inner edges. The side rails 21 are butted against the ends of the cross members I I, also as shown in Fig. VI, and welded fast to the bottoms of said cross members. The iloor of the truck body is formed by sheets 30 laid crosswise between the side anges I2 of the lowermost cross members II, see Figs. I and II.

For the purpose of reinforcing the truck body, I have in this instance provided braces 3| whereof one is illustrated in perspective in Fig. XV, each .it will be observed that the braces 3l are placed such brace being integrally formed from vsheet metal with'vertical portions 32 of channelcross section spaced to correspond with the spacing of the uprights 9, and with a horizontal portion 33 likewise of channel section connecting said ver- 5 `tical portions `at the top. As shown,v the top llanges of the horizontal portion 33 of each brace 3I are notched as at 35 in line with the hollows of the vertical portions. r From Figs. I and III,

10 immediately below the cross members I0 and II with their vertical portions embracing neighboring uprights 9 at opposite sides of the truck body.

`'Ihe braces 3| are permanently secured by-welding at the regions of mutual contact with the uprights and the lateral flanges I2 of the cross members III and II. While the braces may be employed throughout the' truck, ample reinforcementis ordinarily had by arranging them diagonally as shown in Fig. I, that is to say, by stepping them downwardly from the top of the truck body at Opposite ends toward the center of the body. This arrangement of the braces 3I is resorted to in practice irrespective of the length or height of the truck, or of the numberv of tiers provided for the bottle cases C'. It is to be especially noted that the braces 3| i add very little weight, nor do they materially obstruct the spaces or subdivisions for the bottle, cases C. i

The cross members III and II at opposite ends of the truck (Fig. I) are devoid of lateral'flanges at their outer sides; .and secured `to'them by bolts 36 are front and rear end wallsheets 31,38. As shown in Fig. I, the end wall sheets 31 and 38 extend above the level of the top crossmembersV Il), and are respectively framed Vby angle irons 39 and 4I), which, see Fig. II extend crosswise of the top edges and down the opposite sidefedges of said sheets. As shown in Fig. I, the sheet '38 iflO constitutes the inner wall of a-utility compartment 4I which is supported on the rearwardly overhanging ends of the sills I, said compartment having hinged doors at opposite sides of tlztruck body, one such door being indicated 15 a i Extending longitudinally of the to'p of the truck body at the center is a signboard which is intended to be used for advertising matter, the same having a panel 45 of sheet metal and =L50 a tubular frame. At the front end of thesignboard, the upper member 41 of theframe is bent downwardly as at 48 and extends somewhat below the point of juncture with the lower component 49 of said frame, see Figs. I, II and XI. 5,5 Secured into the pendant end of the tube 48 is a bushing 5i) which rests on the top of the horizontal flange of the crosswise portion of the framing angle 39 of the rear wall sheet 31; and xed axially within said bushing is a shank 5I which extends downwardly through aligned apertures 52, 53 respectively in said angleand in the upper cross member I Il at the corresponding end 0f the truck body, as well as through an angle lug 55 attached to said front end wall. In the interval between the angle 39 and the upper cross member Ill, the shank 5I of the sign passes through a tubular spacer 56. By means of `a nut 51 engaging the lower threaded end of the shank 5I and bearing against the lug 55, the signboard 45 is securely anchored at the front end of the truck body. The signboard 45 is secured at the rear end of the truck body in a similar manner by means of a pendant shank (not shown) secured to the tube 49 :In the region .75

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of the rear wall sheet.38. Midway of the length of the truck body, the signboard 45 is supported by a pedestal 53 formed from a length of tubing with a flattened bearing portion 59 centrally of its top and with feetv 60 to rest on one of the upper cross members I0. The bearing portion 59 of the pedestal 58 is apertured for passage of a centrally-located pendant anchorage screw lshank 6I on the signboard 05, said shank being provided with clamp nuts at 62 and 63 which engage said bearing portion from above and below. Associated with the pedestal 53 is a similarly-shaped hold down yoke 65 which extends `over the top of the signboard 45, and which has its extremities 66 divergng downwardly and `passing through registering holes respectively in thel feet 60 of said pedestal and in the cross .member I0. Fitting over the protruding lower ends of the yoke extremities 60 and spanning the hollow of the cross member I are washer vplates 61 which are drawn up tight by means ofnuts 66 engaging the screw threads on the ends of said'extremities. An additional pair of nuts 69 on the yoke shanks serve as a means for securing the pedestal 58 in place on the supporting cross member I0. The horizontally-disposed U-bolt shown at embraces the top of the yoke 65 below the upper tube member 41 of the signboard e5. As illustrated, the extremities, of the U-bolt 10 pass through the panel 46 of the sign .45 and alsol through a connecting washer plate -1l which is backed by securing nuts 12.

When a roof is desired on the truck body, I provide, in lieu of the upper cross members I0, roof sheets such as shown at 'I5 in Figs. XVI-XVIII. One side edge of veach such roof sheet is turned up to form a flange 16 to abut against the uprights 9 constituting a transverse row, While the other side edge is formed with a square box bead or ridge 11 to nt over the tops of the uprights 9 constituting the next adjacent transverse row and to lap over the flange of another of the roof sheetsall as shown in Fig. XVI. At opposite ends, the roof sheets I5 are formed with perpendicular flanges 18 which abut the vertical flange portions of the top rails 20, see Fig. XVII. After the roof sheets 'l5 have been placed as just explained, they are welded fast to each other at the regions of overlap and tothe other parts of the body with which they contact. By virtue of this construction, transverse barriers are formed over the tops of transverselyaligned pairs of the uprights to separate bottle cases placed inthe roof. Drain of the roof subdivisions between the ridges 11 is by way of corner apertures 19 (Fig. XVIII) which lead into the hollows of the uprights 9 from whence the water escapes at the bottom over the lower flanges of the sills in a manner obvious from Fig. III.

Figs. XIX and XX show a modified truck body which is generally like the rst described form except for the bracing means which here is a spider-like unit 80 with crossed diagonal bars 8| disposed in the longitudinal median plane of the body. At their upper ends, the bars 8| of the bracing unit are welded fast to angle pieces 82 which are in turn welded fast to the endmost of the top cross members I0, and at their lower end similarly secured to angle pieces 83 on channel beams 84 extending transversely between the sills I.` At the region of intersection of the bars 8|, the spider 80 is secured by an angle piece 85 to one of the cross members at the center of the truck, and at intermediate points, by others 96 of the cross members I0.

vthe supplemental cross members 01 are of U- cross section with lateral anges 88. At the ends of the supplemental cross members 81, the flanges `88 are depressed to underlap the side rails 21 to which they aresecured by welding.

The alternative form of anchorage means for the truck body shown in Figs. XXIII and XXIV includesa multiplicity of cushioning elements 90 which are interposed between the sills I and the chassis frame longitudinals 2 beneath the uprights or posts 9. These cushioning elements 99 may be of the type having an annular base 9| with a hollow frusto-conical insert 92 of rubber or other Aresilient material which extends well above said base portion and in which is axially embedded an internally threaded bushing 93. The bases 9| of the elements 90 are secured to the top flanges of the chassis longitudinals by bolts 94, and the bottom flanges of the sills I are apertured as at 95 in Fig. XXIV for passage of the Shanks of securing cap screws 96 down into the bushings 93 of said elements. Due to the arrangement just described, it will be apparent that the shocks received by the truck body will be transmitted, through the uprights 9 to the elements 90 for absorption by the resilient components 92 of the latter.

In the modification featured in Figs. XXV and XXVI, the sills |00 are of channel formation positioned with their hollows facing downward, and having openings in their cross webs into which thev bottom ends of the uprights 9 extend and in which said uprights are secured by welding. Welded in turn into the hollows of the sills |00 are U-lugs |01 -which are pierced centrally for passage of the Shanks of cap screwsS by which the body is fastened to cushioning elements 90 exactly like those of the immediately preceding modification, on the chassis frame longitudinals 2.

The sills |00 in Figs. XXVII-XXIX are of channel section like those of the modication immediately above, but here, instead of multiple cushioning elements, I interpose between said sills and the chassis longitudinals stringers |02 of wood. As shown, the stringers |02 fit the hollows of the `sills |00 and are grooved transversely as at |03 in Figs. XXVII and XXX to provide recesses for the lower ends of the uprights or posts 9. Anchorage is in this instance effected in a manner similar to that shown in Fig. I, i'. e., by means of pendant straps 6 having screw shanks which extend downwardly from the sills |00 at opposite sides of the Chassis longitudinals, and with which are associated Washer plates 1 and clamp nuts 8. The securing bolts 5 for the straps 6 in Figs. XXVII and XXVIII, it will be noted, pass transversely through the side anges of the sills |90 as well as through the stringers |02.

In the alternative form of truck body featured in Figs. XXXI-XXXIV, the top side rails |05 are of hollow square cross sectional configuration with longitudinal slots |06 medially of their bottoms, and with guard ilanges |91 upstanding from the Vslot edges. The tracks thus aiorded within the rails- |05 at opposite sides of the slots |06 serve to retain and guide rollers |08 and |09. As shown in Figs. XXXI and XXXII, the top rails |05 are secured by screw bolts |03 to the projecting overhanging end portions of lug plates |04 welded lfast to the tops of the roof ridges 11.

Suspended from` the rollers |08, |09 at eachside of the truck body by means of hangers H0, is a pair of sliding doors H2, H3 which, when closed as illustrated in Fig. XXXI, overlap by a slightmargin at the center of said body. The doors H2, H3 are fashioned from sheet metal with perimetric box flanges H4 and H5 respectively, and are braced at the back by vertical angle hars H6, ||1 wheretothe hangers H0, are secured by bolts H8, H9. The bottom edges of the doors H2, I i3, project into centrally-partitioned guides |20 (Figs. XXXI and XXXII) of sheet metal secured to the tops of the lower side.

rails 23. As shown in Fig. XXXI, the doors H2, H3 respectively close against buiier strips |2|, |22 of rubber at the opposite ends of the truck body, each such buiier strip having a metal backing |23 (as instanced in Fig.XXXIII) which is secured to a vertical vchannel bar |24 set into an interval between the frame angle 39 of the corresponding end wall 31 of the truck body, and the side rails 21. At their remote edges, the doors H2, H3 are fitted with hook latches |25, |26 which lock respectively into openings (not shown) formed in the channel bars |24, said latches being operable by means of suitable keys from the exterior of the truck body.

The modified truck body featured in Figs. XXXV-XLI, is provided at each side with a plurality of doors |30|34 of sheet metal which are swingable in vertical piano hinges in line with certain of the uprights or posts 9. At their upper ends, the axis rods |36 of the door hinges |35 pass through outwardly extending horizontal flanges |31 formed on the uppermost side rails |38 of the body, and at their lower ends are engaged in bushings |39 set into the tops of the lowermost side rails, which in this instance are well rounded as at |40 in Fig. XXXIX and reinforced by braces whereof one is shown at |4|. Diametral cotter pins |42 on the hinge rods |36 bear against the undersides of the flanges |31 on the top side rails |38, while nut heads |43 on the protruding upper ends of the rods compress split spring washers |44 against the upper faces of said flanges to hold said rods in position. Instead of being formed with outwardly rolled beads as in Fig. V, the uppermost side rails |38 are in this instance formed at the top with inward semi-circular roundings |45 which meet the upturned flanges 18 on the roof sheets 15. The hinge |35 for the door |30 nearest the front end of the body at each side of the latter has one of its wings secured to a wooden strip |46 fastened by screw bolts |41 to the front end wall 31 as shown in Fig. 5G11. Each of the other hinges is common to two of the doors. Along their swinging edges the doors |30, |32 are provided withlap strips |48 to engageover the swinging edges of the respectively adiacentdoors |3|, |33 after the manner exemplied in Fig. XL. Each rearmost door |34 is also provided with a lap strip |49 which engagesan angle stop bar |50 on the rear end wall 36 of the body after the 7 manner exempliiied in Fig. XLI. Key-operable latches shown at |5| serve Ito lock the doors |30| 34 in closed position. Incorporated with the truck body of Figs. XXXV-XLI in addition to the longitudinal signboard 4,5 is a transverse rear signboard |52 which is shown in detail in Fig. XXXVI, and which, like the board 45, hasA a panel |53 of sheet metal with a tubular frame |54. Pendant from the sign board |52 are spaced screw Shanks |55 which pass down through registering apertures respectively in the frameangle |56 Aof the rear wall sheet 38 and in the uppermost rear cross member I0. Interposed respectively between the sign |52 and the framing angle |56 and between the latter and the crossmember |0 and ksurrounding the Shanks` |55, are tubular spacers |51, |58. Nuts |59 engaging the lower ends of the shanks |55 force apertured washer plates |60 against the bottom of the cross member |0 and thereby secure thesignboard |52in place.l Afiixed by bolts |6| to the Vtop of the signboard |52 is an overhanging housing |62 of'sheet metal which contains three taillights |63 such as required by law for trucks, whereof the red lenses |64 protrude through openings in the rear.

wall of said housing. As shown in Fig. XXXVIII,

tled beverages aren sold or` dispensed. In this construction, 'one or more uprights or posts are' omitted at the compartmentv side of the body, and the intermediate side rails 26m terminated at the intermediate cross members lfm supported by the uprights designated 9m. The cross members indicated at Hn, it will be noted from Fig. XLV, terminate in the longitudinal median plane of the body' and are supported there by a supplemental upright or post |61 which is secured at vthe bottom to a short supplemental center sill |68 supported `by beams |69, |10 `extending crosswise-between the main sills l.. The` auxiliary upright |61 and the corresponding regular upright at 9u' are made wider than the other. uprights as are also the corresponding cross members Hn, for the purposes of greater strength. Thisis `moreover the case with the uprights 9m andthe corresponding cross members I lm, which except for thevlowermo'st one, are devoid of lateral flanges at .one side. "Therear end wall 38 of the truck body also serves as the outer end wall of the compartment |66, the inner side wall and the back wall of said pompartment being formed by sheets |1| and.|.12.

As shown,-the sheetl |1| is bolted to the crossflange |15 at the inner edge of the sheet |12.-

The floor sheet |16 for the compartment |66 is supported by the supplemental sill |60, and by the regular silland the lower'side rail 23 at the compartment'side of the body, as well as. by a beam |.11 bridged between said regular silland side rail. Adjacent each of its opposite long edges, the compartment floor sheet |16,is formedwit-h a pair` of upstanding parallell ridges |18,.

the intervals between these ribs constituting grooves or tracks |19 for the feet F ofthe refrigerating coolers R, R1, R2 of different sizes which may be carried in the body, see Fig. XLVI. Secured within these grooves |19 near the inner ends of the latter are lugsy |k which, see Fig. XLV, serve -as stops for the corresponding pairs of feet F of the coolers to keep them away from the wall |12. For the purpose of preventing shifting of the coolers, in the body during transit, I have provided a hold down clamp |94 see Fig. IUJV. As shown, the clamp |94 comprises a clamp bar |95 adapted to bridge adjacent slats |96 in the bottoms of the coolers, said bar being swingable about a spindle |91 whereof the lower end is threaded and selectively engageable with nuts |98, |98which are welded fast beneath the floor |16 of the compartment and which are so spaced that the first serves for coolers R, R1 of the small and intermediate sizes, and the second 4for the cooler R2 of the largest size. At the top, the clamp spindle |91 is formed with a crosswise manipulating handle bar 299, and at an intermediate point with a collar 29| adapted to bear down upon the clamp bar. For the support of the -feet F2 at the projecting end of the largest cooler R2, I have provided, see Fig. XLV, extension brackets |83 in line with the grooves |19, one of these being illustrated in detail in Figs. XLVII and XLVIII. As shown, each of these brackets |83 comprises a bracing component |84 of sheet metal which abuts the vertical face of the lower side rail 23 at the compartment side of the truck body, and a horizontal foot supporting component |85, likewise of sheet metal which is welded to the ytop of the compartment |84 and which overhangs the latter to restin the topv of said side rail 23. The component |85 is formed with upstanding side and end flanges |86, |81 and |88, |89 respectively to provide a recessed retaining seat or socket for the cooler foot, vthe outer end flange |89 being rounded as shown to facilitate sliding of the cooler foot thereover incident to loading and unloading. Pendant from the overhanging portion of the component |85 is a pair of studs |99 which engage holes in the top of the rail 23. The vertical web ofthe component |84 is pierced for passage of a securing screw bolt |9I. At the region of each of the` brackets |83, the side rail 23 is t reinforced by a backing angle |92 which is pene- 4trated lby the studs |99 as well as by the securing bolts |9|.

The alternativeV form of my invention illustrated in Figs. XLIX and L is generally of the `same construction as the form of Figs. XLII- XLVI except that here the compartment |93 eX- tends from side to side of thetruck body, thereby making it possible to carry two refrigerating coolers side by side, for example, one of the large type R2 and one of the smaller ones shown as of the type R.v In this modification, hold down clamps |94 like those of the last described form of my invention are provided to hold the coolers against shifting during transit. The

component parts of the clamps |94 here have and abuts ak transverse beam 296 which is sup-` ported at one end by saidmain sill and at the opposite end by the lowermost side rail 23t at the compartment side of the body. At its top, the

beamV 296 is welded or otherwise secured to the main sill It as well as to one of the lowermost cross members designated ||al which extends all the way across the body. Along its lower edge, the beam 296 has a laterally-projecting flange 291 wherein rest the front'ends of a pair of sub sills 298, 299 whereof the rst is in line with the regularsill |t,and whereof the second ispositioned in the vertical median plane of the truck body, said sills being all of Z-cross section. Rising from the sub sill 298 is a supplemental upright 2|9. Also rising from the sub sill 299 in the interval between the Supplemental upright 2|| and the crossbeam 296 are supplemental uprights 2|2, 2| 3 which "are in spaced transverse planes with corresponding supplemental uprights 9t, 9u, rising from the main sill I. The cross members llt, ||u corresponding to the uprights 9i, 9u terminate at the uprights 2|2, 2|3.A Supported by a drop channel bracket 2 I5 at the end of the main sill isa short sub sill 2|6 of Z-section; and extending crosswise between said sub sill 2|6 and the end of the sub sill 298 is a beam 2|1 of Z-section whereof the lower flange supports the end of 'the intermediate lsub sill 299. The portion of the lower side rail 231i at the compartment side of the truck body is depressed as at 2|8 rearwardly of the beam 296 to the level ci the sub sills 298, 299. Resting on and secured to the tops respectively of sub sills 298, 299 and to the depressed end portion 2|8 of the side rail 231k is an linverted U-section cross member 2|9 with a lateral flange 229 at its inner side, which with the tops of the parts 298, 299 and 2|8 support the floor sheet 295 ofv the compartment. At their inner ends, the cross members it, |11. rest on a longitudinal angle bar 222, which is secured to the cross beam 296 and to the uprights 2| 2|2, 2|3 and closing the lspace between the sub sill 299'and said angle bar 222 is a sheet 223which forms the inner wall of th'e compartment.` At the side opposite the cross web 299, the compartment is defined by the front wall of a utility compartment 4275 which rests on the portion of the sub sills 298, `2|9 rearward of the supplemental uprights 219, 2|| and on a transverselyalignedangle section upright, such as the one at 224, rising from the lowermost side rails 23 and 23t.

If desired,'the cooler compartment in the form of my improved truok'body featured in Figs. LI- LIV may be made to extend all the way across said body from one side to the other, by resorting to simple changes which will be readily understood upon reference to Fig. LIII.

Having thus described my invention, I claim:

1. A truck body Aincluding a pair of laterallyspaced sills; uprights arranged at corresponding longitudinal intervals .along opposite sides of the body and secured at their bottoms to said sills; and one piece cross members at dii'erent levels with central apertures atintervals along their lengths for passage of 'transversely-aligned pairs of uprights through them and respectively secured to such pairs of uprights.

2. A truck body including a pair of laterallyspaced sills; uprights arranged at corresponding intervals along the sills and secured at their bottoms to said sills; and sheet metal cross members of channel cross section at diiferent levels, the horizontal webs which connect the anges of said cross members being punched for passage oi the uprights through them with provision on them of perpendicular. securing tabs for connection of said members to said uprights. 

